Draft-gear.



C. J. NASH.

DRAFT GEAR.

APPLICATION FILED 00T. 9, 1911.

Patented Jan. 14, 1913.

. M/ A E m TS-SHEBT 1.

ZSE

QM' messes C. J. NASH.

DRAFT GEAR. APPLICATION FILED 00Tv 9, 1911.

2 SHEETS-SHEET Z,

'1,05094861 Patented 1111.111913.

UNirED srAEs CHARLES J. NASH, 0F CHICAGO, ILLINQIS, ASSIGNOR T0 UNIVERSAL DRAFT GEAR ATTACHMENT CO., A CORPORATION 0F ILLINOIS.-

-l DRAFT-GEAR,

Specification of Letters Patent.

Patented J an. 14, 1913.-

To all whom t may concern.'

Be it known that I, CHARLES J. NASH, a citizen of the United States, and resident of Chicago, county of Cook, and State of Illinois, have invented certain newand useful Improvements in Draft-Gear, of which the following is a specification, and which are illustrated in the accompanying drawings, forming a part thereof.

The invention relates to draft gears for cars; its objects being to im rove the form of the yoke, the manner o attaching the same to the coupler bar, and the means for transmitting the buliing and pulling stresses to the draft sills of the car.

The invention is fully hereinafter described, and is illustrated in the accompanying drawings, in which- Figure 1 is a detail vertical section of a car between the draft sills, the draft gear being shown in elevation', Fig. 2 is adetail plan view of the car, partly in section, showing the center sills and draft gear; Fig. 3 is a sectional view on the line 3-3 of Fig. 1; Fig. 4 is a sectional view on the line 4-4 of Fig. 1; Fig. 5 is an isometric perspective of the yoke used in connection with the gear; and Fig. 6 is a similar view of a air of cheek plates forming a part of the draft mechanism.

The center or draft sills of a railway car are shown at 10, 11, and its end sill at 12. The shock-absorbing means may be of any preferred construction, there being shown the well known Westinghouse friction draft gear, the shell or cylinder being represented at 13, the projecting ends of the movable friction elements at 14, and the spring at 15. The shock-absorbing device is interposed between a-pair of followers 16, 17, which cooperate, respectively, with the forward cheek plates 18 and the rearward bufling lugs 19, which are riveted to the draft sills.

The coupler bar is shown at 20, its inner end bearing directly upon the forward follower 16. A yoke, generally represented by the numeral 21, incloses the two followers and the shock-absorbing elements, and is attached to the inner end of the coupler bar.

The yoke comprises the side-arms` 22, 23, which are located, respectively, above and below the followers and at their forward ends'are united by means of a pair of integral wings 24, 25, which are longitudinally slotted, as shown at 26, 27. The butt of the vided with an integral stop lug 31 for engaging the forward edge of the tie plate. When the gear is in the position of rest, the key 29 is at the forward end of the slots in the yoke wings and thelug 31 is in contact with the tie-plate 30. yEach of the cheek plate castings 32, 33, which coperate with the forward follower 16, is provided with an instanding backwardlyLfacing shoulder 34 for engagement by the follower, and eX- tends forward beyond the range of movement ofthe key 29 and is slotted for its accommodation, the slot being surrounded by an outstanding flange 35 which forms a bushing for the slot in the draft'sill. These cheek plates extend backwardly and consti-f tute guides for the casing 13 of the shockabsorbing mechanism. As shown, and preferably the rearward ends 36, 37, of the cheek plates are narrower than their body portions. Forward of the guiding portions of the cheek plates each is provided with a forwardly facing shoulder 38, which limits vthe inward movement of the follower 16 before it reaches the forward end of the casing 13.

The key 29 is provided at one end with a head, as shown at 39, and at its opposite end is apertured to receive a cotter pin 40', a washer 41 being placed upon the key between the cotter and the sill. Normally the key 29 is located midway of the ends of the slots in the cheek plates. Under pulling stresses the coupler bar moves forward, carrying with it the yoke, the follower 17, and the casing 13, the key 29 moving freely within the slots in the cheekplates. Under buffing stresses the fo-llower 16 is moved inwardly, its range of travel being limited by the stops 38. The yoke remains at rest, its inward movement being prevented by the engagement of the lug 31 with the plate 30, and the key 29 being free to travel in the slots inits wings. There is no relative The movement between the easing 13 and the yoke, as they travel toether in pulling and are both at rest in bu g. The objectionable wearing of the parts by the ohafing of the yoke upon the casing is thus entirely eliminated. Als shown, the yoke is provided with lugs 3l on both of its arms and, being symmetrical, it may be inserted either side up. rlFhe flange 35 forms an abutment for transmitting the pressure to the sills, thus relieving the strain upon the rivets which secure the cheek plates thereto and preventing them from being sheared off. rllhis flange also provides a wide bearing for the key 29, and thus reduces wear by distributing the friction.

ll Claim as my inventiony ln a draft gear, in combination, shoekabsorbing means, followers at each end 'noaoeee thereof, a loop-shaped yoke inolosing the followers and having the forward ends of its arms united by wings, such wings being longitudinally slotted, a transversely aper tured coupler bar loosely entering the forward end of the yoke and bearing against the forward follower, a key passing through the slots in the yoke wings and the aperture in the coupler bar, such key being of less width than the length of the wing slots and snugly fitting the coupler bar aperture, a fixed support for the yoke, and a lug on the yoke engageable with the forward edge of the supporting plate.

CHARLES J. NASH.

l/Vitnesses:

LOUIS K. GILLSON, E. M. KLATGHER. 

